Traffic control system



June 13, 1933.

A. G. SHAVER TRAFFIC CONTROL SYSTEM Filed June 14, 1927 Rae 75W HUD Patented June 13, 1933 ARCHIBALD e. SHA ER, or ciiIcAe-q ILLINOIS i mum conctnonsysrnm l i sertion and June 14,

m-My inventionrelates to improvements in means for operating a track :sWitch from a train, a i i Itis theuusualpracticeronrailroadsfor a 1 train desiring to enter or leave the main line ata siding to stop whileamember of the crew Walks" ahead and operates aswltch, eX-

cept. Where 1 the switch is connected! with a ,toWer. or stationandcontrolled by an op- 1 erator. Inthecase of heavy freight trains in particular, the stopping and starting ofthe train involves a greatloss ofenergy, inad dition to the time loss. In practiclngmy 1nvention, these losses are eliminated by the i provision of improved and efiiclent' means :fOI operatingthe switchnwithout stopping theitrain. i r w r I One object of my invention therefore is to it provide improved means-for operating the t-raclcisvvitch:from thejtrain for example from the real) of the locomotive, without bringing the trainto a stop. w

Q*rAnother objectListo provide meansvvhere- V by the trackswitch maybemanually con- :trolled-from theitrain, from normal position to the 5 reverse and automatically returned Q iromfl reverse tonormal position as soon as the trainhas-clearedthe track section in hiCh the-svvitchislocated. Another j f is vPIOVlClG practical means active forta predeterminedtime in- ,tervalyitor operating the sw tch from the v moving train: through inductive meansand Without the necessity for physical contact *85 betweensomeparts carried by the-locomotive and astationary part on the road-side.

Another object is to make more practical andcertain an arrangement whereby the operation ofithe'ltrack switch from the moving :Mo tra'in isifidependent fupon the speedof the train to; insurethat the trainwill slow down vtheforewtaking the sidingyfl 1 a 1 1 further object.isQtOv provide means whereby, in connection" with a spring con- "37:45 -nected track switch. a'train onlthemain line jmity: operatesaidsvvitchfandenter the siding. and after clearing thetrack circuitsection, the switch will return automatically to 1 nor- Fimalposition, after Whichthe train may move back' ontoflthe main 1-1ne,:aga1n running liormall points; v

i927. Serial No. 198,824;

through the ipoints oit' the svvitch when in position wvithout danger to i said A v A further object is toq provide means whereby the engineman, when he actsto set the track svvitchufor the siding; will be ad ivised by a :signal indication that theswitch controlling means has startedto function Aiurther ob ectisto provide means 111 l3. system, such as descrlbed, formforming the engineman when the track switch is in proper i position for the train tolpass over. it. s

An additional object is to provide-in a system; such aswdescribed, :means for preventing the sw tch from being operated when thleyitraclc, includingthe switchand adjacent Anadditional objectis to provide means 7 a whereby a train may automatically operate the switch in passing from the siding to the 'mainline.

i Other: objects Will appear: from the it singandaccompanying descriptions relating toone embodiment oftheinvention.

Figure 1 shows the circuits and controlling L devices on the locomotive and on the roadside. 5 i i Figure 2 tion is provided With a battery and arelay. Forexample the section S1 is provided 'yvith a hattery Bland a reiayRlm SectionSQ is 4 provided witha battery B2 andia relay R2. 190

(File track circuit; section {S2 includes' the" siding asfaras' thej foulingpoint F. Q-This siding hasthe 'usual switch :SW whichis m l sib h l d Switch stand arid elector S8. A springs is connectedflin the -9 control rodofthe svvitchin the usual Way so that the switchpoints will not be damaged When the sviitchis run-tlfroughftrailing. 1

The switch is actuatedby amotor M'Tvvhich drives suitable power mechanism PMzifb T190 shows a modified track inductor circuit; 1 M

Thetrack is divided into the usualtraek circuit section's S, S1; S2 S3,etc. Eachsecopening or closing said switch. The arrangement is such that either the switch stand or the power mechanism may be connected to the switch to permit manual or power operation. Before describing the circuits for actuating the motor, the circuit on the locomotive will be described.

The locomotive carries an inductor I, suitably located so as to pass near the stationary inductors I1 and I2 without contacting with the same, the purpose being to induce a momentary current in the stationary inductors. The inductor I may be energized by any suitable source of current, such as the generator G, provided the hand-switch H is closed to complete the circuitv through the conductors 10. The

' generator G may be either fluctuating or alternating current, direct current, or a batably of the type which, after being manually operated automatically holds itself closed a predetermined length of time, or it may be of the impulse type so that it cannot be held or fastened in closed position, an example of the impulse type being shown in my copending application, Serial No. 634,058 filed April 23, 1923.

The stationary inductor I1 is connected in serieswith relay R4 by means of conductors 11, 12 and 13, said circuit being normally open, however, at the switch 14. Said switch is closed whenever the-relay R3 is energized by current from the battery B3, the circuit of said'relay' through conductors 15 and 16 andswitch 17, however, being normally' open at said switch when no train is in the section. Relay R3 is for. closing its contact 14 at the end of a specified time only, such type of relay being well known commercially as a time relay. Under normal conditions, the relay R1 is energized by current. from they battery B1, but whenever a train enters the section S1, the relay R1 is short-circuited, the relay R3 energized, and thus the circuit to the relay R4 is closed, whereby the inductor I carried by the locomotive, may pass the stationary inductor I1 and induce suflicient current in the circuit of the relay R4 to energize the latter, thereby closing the motor circuit, as hereinafter described.

The train should enter the siding at a speed less than that generally maintained on the main line. The equipment is so designed that a train about. to operate the track switch to, enter the siding must consume a greater period of time passing through that part of the track section S1, indicated as Z, than the timerequired' for the relay R3 to close the circuit controlled thereby. The circuit ot the relay R3 is so designed as to require an appreciable time interval to operatev it so that if the locomotive reaches the stationary inductor too soon, i. 'e. at too high a track circuit section S1 and far enough away from the signals hereinafter described to give time enough for the switch to move to operated position, and the corresponding signals to give the proper indication.

The relay R3 may be adjustable as to the time consumed in closing its contact 14 so that in one installation this time for closing contact 14 may be of one value and in another installationit may be of another value. Thus it is seen that the speed of the train approaching the switch may be regulated to suit the angle of the turnout for the branch line or siding.

The circuits for controlling the motor will now be described. The'motor is controlled by the relay R6, actuated by current from the battery B4 or other source of energy, the circuit from one terminal including the conductor 17 and parallel circuits 18, 19, which re-unite in the conductor 20 and extend through conductor 21 and control relay R6, through the return circuit 22, movable contact 23 of the track relay R2, and conductor 24 to the other terminal of the battery. The parallel circuits 18 and 19 are normally maintained open by the movable contacts 25 and 26. In order to operate the motor to open the track switch, either the contact 25 or 26 must be closed. As previously pointed out, the train entering track circuit section S1 will cause the energization of the relay R4, thereby closing the circuit of the relay R6 at the contact 25, and opening the track switch. When the train enters track section S2, the relay R2 is de-energized, thereby opening all the circuits through its contacts, including contact 23, thus Clo-energizing the relay R6 and opening the motor circuit. When the train has passed over the switch SW and has cleared the fouling point F, which is also the end of the track circuit in the siding, the relay R2 is again energized, thereby completing the motor circuit through the contact"23 and restoring the switch mechanism to normal, closed or main track position. The motor rotates in the reverse direction during such operation by virtue of a well known switching mechanism CC. This switching mechanism or circuit controller, CC is so arranged that, as the motor M is completing its rotation in one direction in the opening of the track switch, CC is moved to complete the motor circuit through conductor 49, leading to back contact 27, for closing the track switchSW; and when the motor M again rotates in the opposite direction, it leaves the circuit'controller CC in position closing the circuit for motor M through concuits of its front contactsi27 and 29., The

lductor 31 foragain opening the track switch. 3

It will be noted that when the control relay back contacts 27 and 28, and closes the circlosing of the front contact'29 permits batuntil the relay R2 is .de-energized. it

y the battery B4,through conductor 30, switcha ing mechanism CC, and motor M returning through switching mechanism CG, conductors 31, circuit controller 32, front contact 27 when closed, conductor 22,'contact 23,and conductor 24 to the battery, When the relay R2 isure-energized, that is, after the train Awayof switching mechanism CC and back contact 27 to the battery through conductor 22, contact 23, and conductor 24. 1 a

Means are provided whereby the engine- -manwill be advised by signalindications that J The circuit arrangement is such thatthe motordoesnotbegin'to operate to open the switch untillthenecessary stop signal has been displayed. The motor circuit is from has passed outof thesection S2 into, the siding, thereturn circuit from the motor is by the switch operatingmean's has started to function, or thatthe trackswitchis in proper position for the train to pass over, or that the switch is properly positioned to permita train .fto pass from the siding to the main line.

:These signals are indicated diagrammatically .onthedrawingsas 33, 34 and 35, They are controlled by, two circuit controllers SO and SO, actuatedby the same mechanism which controller SC indicates the condition of the circuits when the switch isin normal position, and SO. indicatesthe closed'position of properly locked in eitheriposition. V a r Signal 33 indicates that the main line is siding. Signal indicates that the} switch is properly; set for a train to move from the siding to the main line. The switchmust be properly positioned and locked. before anytpr oceed. V. 1 f y i The circuit for signal 33 1s from common a actuated the switch. In the{ drawing, the

said circuitsonly when the switch points are open, i. e. that the switch is in the closed or normal position. Signal 34 indicates that the switchis open-from themain line to the signal can, give the'necessary indication to conductor. 0 connecting to theqbattery ductor138, circuit controller: 39, closedwhen switchis looked, back ycontactl28 in closed was position, and conductor 42, continuing through other controlling: elementslofthe blockfif fany, tothebatteryi- It will be] at contact 28 whencontrolrelay Rfiis enert indicate stopbeforethe motor can begin to open the switch.

The circuit for signal 34 may, in like man a uner, be traced through contact 43, when closed, contact 44, normally open,,but closed when the switch isreversed, and contact 45..

The circuit for signal 35is from the common conductor connecting to the battery, through the controlling mechanism of the signal, andwthroughcontact 46, closed when the switch is positioned and locked, contact 47, closed only when the switch is open, contact 48, when closed, and on through other,

contacts 37 43 and 48 arecontrolledby the a relay R2, as well as the contact 23 as previously explained. a

lessspeed than that generallymaintained on the main line. YThe enginemanlmay deter mine theproper rate of speed touse inapproaching the inductor 11 by observing and being governed by the speed indicator SI.

After the switch His closed and the train passes said inductor at the proper speed, the

track switch and the signals are operated as A previously described. When the train has passed over the switch and cleared the fouling point, the switch is returnedto normalor mam trackaposition. A train on the. siding; desiring to come out on F themain: line ,also 3 operates the switch SW. in response s to .the closing ofthe circuit of inductorl on the :locomotive and the co-operation ofsaid inductor with stationary inductor I2.

, Where switch H -s ofthe predeterm of the S stem win.

ined H noted that this main line signal 33 is open, R6 is energized, it opens the circuitsof the controllingfeatures of the block, if any. The

time interval type, it mustbe closed so that it will maintain inductor I energized during thetime that said inductor is in inductive as Iland I2. The use of a train switch H, of the type that will automatically release itselfj aften a predetermined time, has the pleted; Further, wrongoperation oftrack switches is' avoided in case of forgetfulness on the part of the attendantjas might be the result if switch was entirely manually controlled for; both 1 closing and opening:

Inasmuch asthe track switch has the spring connected head-rod, a train may enter the main line fromthe siding without operating the track switch mechanism, trailing through relation with a wayside stationary inductor,

the points of the track switch without injury to the equipment.

If, for some reason, a short circuit should occur on the electrical equipment on the locomotive, and the inductor I should become permanently energized, so as to affect the stationary inductor I1, such unintentional co-operation could not be effective to operate the track switch unless the speed'of the train should be below the prescribed rate, and in such case the speed would be low enough to avoid detrimental results. 7

It will be seen that the switch is controlled by inductive means, i. e. current induced in a stationary circuit by a moving circuit, as distinguished from mechanical means or elec tromagnet means, although certain phases of the invention may be used without reference to mannerin which the stationary circuit is closed by the moving train.

It has been mentioned that the locomotive circuit may use alternating current in which case it may be desirable to insert in series with the track inductor a condenser X to make the circuit wholly or partially resonant. This is shown on Fig. 2.

What I claim as new is:

1. The combination with a main track and a siding'track and a switch connecting the two, of speed governed inductively actuated means for operating said switch in one direction on the approach of a train, and track circuit controlled means for operating said switch in the other direction after the train has passed the same either from the main line switch in the other direction'after the train has passed the same either from the main line to the branch track, or vice versa, and signals for indicating the position of the switch.

3. In combination, a track SWltClLlL motor for operating the switch, a local relay for controlling the motor, a circuit for the local relay, a source of current for said circuit, contacts of two additional relays in parallel circuits between said source of current and said local relay, either of which may close the circuit to said local relay, andastationary inductor on each side of saidswitch for causing the energization of one or the other of said additional relays, and an inductor'on the moving train for inducing energy into either stationary inductor.

LTA system of the character described, a track having an insulated section,'a relay connected to said section and controlling a circuit having a time relay therein, an inductor connected in-a second circuit, which is con- .trolled by said'time relay, and so positioned with reference. to the end of said section as to insure a predetermined rate of travel of the train in order that said time relay may operate to control said second circuit before said train passes said inductor to influence the same.

5. In a system of the character described,

an electric motor, a relay therefor, a circuit for said relay, a contact in said latter circuit to close the same, a second relay controlling lic'over said switch, mechanism for opening said switch, a device controlling the operation of said mechanism, and train operated. speed governed inductive means controlling the operation of said device, said mechanism being operative to open said switch only when said signal is at stop and said device is energized.

8. A railroad switch operating system comprising a mechanism for opening the switch, a signal governing trafiic over said switch, a device controlling both said signal and said switch, and means, operative from the train and dependent upon the speed of the train,'for controlling said device.

9. In a switch operating system, a mechanism for opening the switch,'a signal governing traflic over the switch, and means controlling the operation of said mechanism comprising, a circuit contact associated with said signal, and a train carried means in combination with roadside means, including a track circuit means, eifective only in operating said mechanism to open said switch when said track circuit means is (lo-energized.

10. In a switch operating system, a mechanism for opening the switch, a signal governing traflic over the switch, and means controlling the operation of said mechanism. comprising, a ClI'CIlli} contact associated with said signal, and, in combination, a train carried means and a roadside means, including a plurality of trackcirciiit means, same being efl ective to operate said switch only when one of said track circuits is de-energized and another is energized.

11. A railroad switch operating system comprising a mechanism and a circuit therefor for opening and closing the switch, a

track circuit relay anda local relay, each contrack, a switchin said section leading to a diverging route, a first signal governmg over governing over said switch to the diverging route, a power switchmechanism,includlng trolling said mechanism circuit to open the switch, and train carried means in co-operation with other track circuit means for controlling the operation of the local relay, ef-

it'ective in said control only when said other track circuit is occupied by a train;

12. ln'comblnation, a section of rallway said switch on the main line, asecond signal I a motor and a circuitfor said motorfor operwatingfsaid switch, a local relay which, when energized, sets said main line signal-at stop and closes said motor circuit, sald clrcuit being effective to cause operation of said mechanisni to open the switch only aftersaid signal indicates stop, a track relay for said section of track controlling said signals, said motor said switch, a device controlling both said sign a1 and said mechanism, and train-carried means, adapted to be set for a predeterminedperiod of activity, for actuating a track'side means on coincidence'to control said device. f

i 1.4. A railroad switch operating system. comprising, mechanism for opening the switch, a signal governing traffic over said switch, and train carried means, adapted to be active for a 'predeterminedperiod, co-operating withroadside means to operate said switch effective only when saidsignal "indicates stop.

15. In a railroad switch operating system in combination, a stretch of track including a i switch, a track circuit for said stretch, includmg a relay therein, asignalgoverning trafiic l ovcsaid swltch, a mechanism for operate 111g said switch includ ng a motor and a circuit for said motor, a circuit contact asso ciated with said signal located in said motor circuit and closed when said signal indicates stop, a contact operative by said track relay also in the motor circuit and other trackslde means adapted to be influencedby a train carriedmeans controlling the operation of said motor,

16; In a circuit system of the character described, a motor foroperating a track switch, asignal associated'with said switch, a local ielayhaving a movable contact and two stationary contacts, each connected in circuit with the motor to open and close the switch, a circuit for said local relay, two relay contacts, each controllable from a train, in said local relay circuit, and a circuit controlling deyice associated with said signal also in circult with said motor,the opened and closed positions of said device corresponding to the proceed and stop indications ofsaid signal.

17. In a system for operating a track switch from a train, means on a train for con trolling the oeration of said switch, comprising, an in uctor for producing trackside operation from said train, a c rcuit for sald Iinductor, a source offluctuating energy in said circuit, and a switch in said circuit adapted, when closed, to close saidcircuit and maintainsaid circuit closed aapredetermined time.

18. In a system for operating a tracksider relay froma train, trackside meansconr prising, an inductor and a condenser in circuit with the trackside relay, and train carried means comprising, an inductor in circuit with a source of fiuctuatingenergy, and. a swltch, adapted, when closed, to maintain said train inductor energized a predetermined lnterval of time, sald train inductoron coincidence with said trackside inductor energizing said relay.

In testimony whereof, Ihave subscribed V ARGHIBALD G. SHAVER. 

